New Stinger/G70 High Pressure Pump Upgrade!

[Terry @ BMS]

For those looking to run heavy E85 mixtures without CPI or WMI we've finally got the Fuel-IT 3.3L high pressure pump upgrade out. It's not the cheapest way to make big power but it's a really clean way to do it. Will be throwing up some dyno comparisons and logs in a few weeks to showcase what his bad boy can really do....



https://burgertuning.com/products/fu...p-hpfp-upgrade



FAQ:

What is the difference between this pump and CPI?

Both CPI and the upgraded high pressure pump are meant to address the same issue, high fuel pressure dropping under higher boost levels on E85 mixtures. Without CPI on E40 fuel you're limited to around JB4 map3 or map4 boost levels (~18psi) before fuel pressure drops out. With this pump you'll be able to run JB4 map5 boost levels and above (~21psi) on E40 with the factory flash.

CPI is generally less expensive but a little more involved to install and requires an 1/8" NPT bung to mount the nozzle. CPI requires a JB4 to control it. CPI may require some JB4 setting tweaks to get the right fuel volume for your specific car and situation. The high pressure pump is more of an install and forget it type solution with the main tradeoff being the higher cost.

Can I run straight E85 with this pump?

The pump itself is the same pump used in our BMW B58 Stage2 fuel pump kit which supports well over 600whp on straight E85. But running heavier ethanol mixtures requires tuning changes in addition to the fuel pump. While up to around E50 is relatively easy to dial in as you increase the E85 mixture certain changes to the fuel scalars, AFR mapping, spark dwell, cranking tables, ignition advance, and others are required for the car to operate properly. For JB4 customers these changes are addressed in our JB4 back end flash map. Refer to the JB4 back end flash map thread for additional details and any current limitations.

Any log of the new pump in action?

Attached are two JB4 logs for comparison. The first is running the factory high pressure pump on E60 fuel. Note fuel pressure is unable to maintain its target despite running a relatively lean AFR. The second log is with our upgraded fuel pump running straight E85 fuel. Note fuel pressure is holding steady with an even richer AFR. Also note both logs were taken during back end flash map development where the fuel scalars are not properly setup yet for E60 or E85 fuel.

[StingerGTRWD]

Finally. What’s the max E content can it handle?

[BHR Stinger]

Terry, does this mean you can run larger turbos and on 93oct without getting the pressure drop?

[Terry @ BMS]

Finally. What’s the max E content can it handle?

Up to straight E85. But for higher mixtures adding in our back end flash to the JB4 will also be required.

[Terry @ BMS]

Terry, does this mean you can run larger turbos and on 93oct without getting the pressure drop?

It will let you run more power without a fuel pressure drop. But no one is having fuel pressure issues on 93 octane... The issue there is octane. If you don't have E85 access this pump won't make much sense for you and you're better off with our WMI kit.

[jb4fanboy]

Thats awesome!
When you say „back end flash“ do you mean the upcoming ek1 lite maps?
How far is this?

[StingerGTRWD]

What if you have a Lap3 ecu and want to run straight e85? So the JB4 will have an extra setting for this?

[BHR Stinger]

It will let you run more power without a fuel pressure drop. But no one is having fuel pressure issues on 93 octane... The issue there is octane. If you don't have E85 access this pump won't make much sense for you and you're better off with our WMI kit.

I had no idea, I always thought that making more power with upgraded turbos on 93oct was being held back due to fuel pressure drop issues. So effectively, the maximum power on only 93oct even with upgraded turbos is circa 500whp, anything more and you will need to go with WMI or e85.

[Terry @ BMS]

What if you have a Lap3 ecu and want to run straight e85? So the JB4 will have an extra setting for this?

JB4 isn't required to run the fuel pump. But I don't know how lap3 ECU tuning will handle straight E85. We will have our own JB4 + sxth at home flashing tool maps for straight E85, for both the factory pump, and this higher volume pump. The factory pump mapping will make less power of course due to limitations of the factory pump.

[khancerto]

So if one hasn't yet gone the route of upgraded intercooler with CPI injection or WMI and just currently has the fuel it ethanol analyzer installed with jb4 fuel and ewg wires. Would this be another route to go? Without an actual tune, what are we talking here in terms of just JB4 mapping?

[turboAWD]

JB4 isn't required to run the fuel pump. But I don't know how lap3 ECU tuning will handle straight E85. We will have our own JB4 + sxth at home flashing tool maps for straight E85, for both the factory pump, and this higher volume pump. The factory pump mapping will make less power of course due to limitations of the factory pump.

So you'll offer straight E85, just with tapering boost, with stock fuel pump, once one adds the ek1-BEF? Will these solutions require the E85 sensor?

[Terry @ BMS]

So you'll offer straight E85, just with tapering boost, with stock fuel pump, once one adds the ek1-BEF? Will these solutions require the E85 sensor?

With the JB4 + flashing we have a variety of options. Will be able to do whatever you want. I think the most popular setup will be this pump + a BEF setup for straight E85. And the you use the JB4 to set the boost target you desire and it all automatically works.

Flex fuel sensor suggested but not required.

[Terry @ BMS]

So if one hasn't yet gone the route of upgraded intercooler with CPI injection or WMI and just currently has the fuel it ethanol analyzer installed with jb4 fuel and ewg wires. Would this be another route to go? Without an actual tune, what are we talking here in terms of just JB4 mapping?

Without flashing you'll have similar limitations of CPI, up to around E40-E50 before the factory flash throws codes. But you won't have any boost limitations so will be able to max the stock turbos out boost wise. The flash is useful to fix the fuel trim for higher mixtures and of course crank timing up to take advantage of the higher octane quality of the E85.

To answer the question CPI and the pump upgrade all more or less do the same thing. Resolve high fuel pressure limitations. Some will prefer CPI as its less expensive, some will prefer this pump as its "cleaner" and requires no additional tuning.

[turboAWD]

Thanks. Is the HPFP located in the engine bay? How long does it take to swap?

[StingerGTRWD]

It’s under the hood by the driver side. Super easy to swap.

[rbjohnson78]

Any luck with the logs? I'm curious to see how this pump does. I'm running meth now and would love to just run straight E85. However, the price right now is a little steep on this, so may or may not happen anytime soon. I hope someone buys it though and has an honest review on the outcome.

[StingerGTRWD]

Ya looks like nobody bought it yet…

[rbjohnson78]

Ya looks like nobody bought it yet…

I'm thinking someone will at some point. I've seen cosmetic items cost as much of this and someone purchased it. So, here's to hoping someone with deeper pockets is willing.

[ejguillot]

Very interested in this development! I do see one advantage CPI retains: Sending some of the fuel through the intake manifold would help keep the carbon from building up on the intake valves.

Has anyone examined how much of a difference that makes?

[rbjohnson78]

Very interested in this development! I do see one advantage CPI retains: Sending some of the fuel through the intake manifold would help keep the carbon from building up on the intake valves.

Has anyone examined how much of a difference that makes?

That is true. My hope is that someone also comes out with a port injection solution, in addition to this.

[Terry @ BMS]

Ya looks like nobody bought it yet…

We've shipped a few, not sure how many are active on this forum.

[Terry @ BMS]

Very interested in this development! I do see one advantage CPI retains: Sending some of the fuel through the intake manifold would help keep the carbon from building up on the intake valves.

Has anyone examined how much of a difference that makes?

Carbon cleaning of WMI or CPI is a small benefit. But if you have a vacuum OCC solution in place like the BMS zero maint or similar, carbon build up isn't much of an issue.

[GTCHAN]

If I understand this correctly, the unit is plug and play, but the stock ecu is the limiting factor so it needs to be flashed? I can’t run E50 just by installing it?

[Terry @ BMS]

Added a couple logs to the first post!

[Terry @ BMS]

If I understand this correctly, the unit is plug and play, but the stock ecu is the limiting factor so it needs to be flashed? I can’t run E50 just by installing it?

Our back end flash is required to properly run more than E40.